CN102036868A - Device/method for controlling turning behavior of vehicle - Google Patents

Device/method for controlling turning behavior of vehicle Download PDF

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Publication number
CN102036868A
CN102036868A CN2009801182273A CN200980118227A CN102036868A CN 102036868 A CN102036868 A CN 102036868A CN 2009801182273 A CN2009801182273 A CN 2009801182273A CN 200980118227 A CN200980118227 A CN 200980118227A CN 102036868 A CN102036868 A CN 102036868A
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Prior art keywords
turning
operation conditions
velocity
vehicle
control
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CN2009801182273A
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CN102036868B (en
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铃木达也
保坂元明
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • B60W30/045—Improving turning performance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/143—Speed control
    • B60W30/146—Speed limiting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18145—Cornering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/06—Improving the dynamic response of the control system, e.g. improving the speed of regulation or avoiding hunting or overshoot
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/16—Curve braking control, e.g. turn control within ABS control algorithm
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2220/00—Monitoring, detecting driver behaviour; Signalling thereof; Counteracting thereof
    • B60T2220/03—Driver counter-steering; Avoidance of conflicts with ESP control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/12—Lateral speed
    • B60W2520/125—Lateral acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/14—Yaw
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/40—Coefficient of friction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • B60W2720/106—Longitudinal acceleration

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • Regulating Braking Force (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

A device for controlling the turning behavior of a vehicle includes a control section which limits the turning behavior of a vehicle, caused by a decrease in vehicle speed and steering, to limiting behavior dependent on an actual steering speed. The control section is constituted to determine a correction steering speed according to an actual steering speed and to determine limiting behavior based on the correction steering speed. The control section is also constituted to set the correction steering speed to be higher than the actual steering speed when the actual steering speed decreases during incremental steering. The actual steering speed is used, as it is, as the correction steering speed when the actual steering speed is increasing during incremental steering, and a correction steering speed higher than the actual steering speed is used when the actual steering speed is decreasing during incremental steering.

Description

Turn inside diameter operation conditions control convenience/method
Technical field
The present invention relates to a kind of being configured to by reducing car speed with owing to turn to the turn inside diameter operation conditions that causes to be restricted to turn inside diameter operation conditions control convenience or device and/or method or processing with the corresponding restriction operation conditions of turning velocity.
Background technology
Patent documentation 1 illustrates known such turning operation conditions control system.
The summary of this turning operation conditions control system is as follows.When the turning velocity of chaufeur surpasses pre-set velocity rapidly, control system is decreased to target vehicle velocity (making deceleration/decel reach desired deceleration) by reducing target vehicle velocity (increase desired deceleration) with car speed, and prevents thus owing to turn to the turn inside diameter operation conditions that causes to surpass and the corresponding restriction operation conditions of turning velocity.
Lane change with the situation of promptly hiding about swerving under, for example, such turning operation conditions control system can will be restricted to the restriction operation conditions that depends on turning velocity with turning to the turn inside diameter operation conditions of determining relatively with car speed by reducing car speed (increase deceleration/decel).As a result, even undermoderated or the delay undertaken by chaufeur, control system also can prevent the significantly turning operation conditions of vehicle, so that this control system helps safety.
The prior art document
Patent documentation 1: TOHKEMY 2005-145143
Summary of the invention
The problem that invention will solve
Yet, above-mentioned turning operation conditions control system is configured to, surpass under the situation about swerving of pre-set velocity at turning velocity, control vehicle driving power is so that car speed head for target car speed reduces (so that vehicle deceleration reaches desired deceleration).Therefore, when the turning on the adjacent turn direction that is used to produce the turning operation conditions turn to finish and opposite sense on returning turn to beginning before, when turning velocity is decreased to preset value, turn to the level after reduce of target vehicle velocity when still underway to begin to increase (level of desired deceleration after increase begins to reduce) in turning, and control system control vehicle driving power, thereby before turning to end, turning increases car speed.As a result, the control of driving power makes the uncomfortable and variation artificially of car speed.
The purpose of this invention is to provide a kind of turning operation conditions in the time will swerving is restricted to when limiting operation conditions, has eliminated owing to the restriction during turning to finishes to make the caused turn inside diameter operation conditions control convenience of not feeling naturally of car speed increase.
The scheme that is used to deal with problems
For this purpose, according to an aspect of the present invention, a kind of turn inside diameter operation conditions control convenience, mainly be configured to, the turning operation conditions that reduces the vehicle that will cause owing to steering operation by car speed is restricted to and the corresponding restriction operation conditions of turning velocity, and be configured to, when during turning in order to the turning that causes the turning operation conditions, when turning velocity is increasing, directly use this turning velocity as the turning velocity that is used for determining the restriction operation conditions, and when turning velocity during turning turns to is reducing, use the turning velocity higher than this turning velocity, and continue selectivity at least and use this turning velocity, till being used to reduce returning of steering volume and turning to beginning.
According to a further aspect in the invention, a kind of turn inside diameter operation conditions control convenience, comprise control part, described control part reduces by car speed, will be restricted to by the turning operation conditions of the caused vehicle of steering operation and the corresponding restriction operation conditions of actual steering speed.Described control part is configured to determine to revise turning velocity according to described actual steering speed, and determines (or correction) described restriction operation conditions according to described correction turning velocity.Described control part also is configured to, during the turning on the direction that steering volume increases turns to, when described actual steering speed reduces, make described correction turning velocity be higher than described actual steering speed.
According to another aspect of the invention, a kind of turn inside diameter operation conditions control convenience, comprise control part, described control part is configured to, determine actual steering speed, determine to depend on the restriction operation conditions of described actual steering speed, produce control signal according to described restriction operation conditions, by reducing described car speed, and the turn inside diameter operation conditions is restricted to described restriction operation conditions thus according to described control signal control vehicle speed.Described control part also is configured to, and determines to revise turning velocity according to described actual steering speed, and produces described control signal according to described correction turning velocity.Described control part also is configured to, during the turning on the direction that steering volume increases turns to, when described actual steering speed reduces, make described correction turning velocity be higher than described actual steering speed.
Description of drawings
Fig. 1 illustrates to be equipped with according to the Power Train of the preposition engine rear wheel drive vehicle of the turn inside diameter operation conditions control convenience of first embodiment of the invention and the scheme drawing of control system.
Fig. 2 is the diagram of circuit that the program of the turning operation conditions control and treatment of being undertaken by turning operation conditions controller shown in Figure 1 is shown.
Fig. 3 is the figure that calculating processing of definite calculating yaw-rate in Fig. 2 is shown.
Fig. 4 is the figure that calculating processing of definite target vehicle velocity in Fig. 2 is shown.
Fig. 5 is the figure that calculating processing of definite desired deceleration in Fig. 2 is shown.
Fig. 6 is the sequential chart of the operation under the situation that the J-shaped of vehicle is turned, when the turning operation conditions control of Fig. 2 determines that peak value keeps the turning turning velocity.
Fig. 7 is the characteristic map that the variation of limit lateral acceleration/accel correcting value is shown.
Fig. 8 be illustrated under the situation that the J-shaped of vehicle turns, the sequential chart of the operation when limit lateral acceleration/accel, target vehicle velocity and desired deceleration are determined in the turning operation conditions control of Fig. 2.
Fig. 9 amplifies the sequential chart that peak value shown in Figure 8 keeps the time variation of turning turning velocity is shown.
Figure 10 is identical with Fig. 9 but illustrate and be used for determining that peak value keeps the sequential chart of other example of turning turning velocity.
Figure 11 is the characteristic map that the variation characteristic of delay time shown in Figure 10 is shown.
Figure 12 is the sequential chart of the operation under the situation that the J-shaped of vehicle is turned, when the turning operation conditions control of Fig. 2 stops the control of turning operation conditions according to target vehicle velocity and desired deceleration.
Figure 13 is identical with Fig. 2 but the diagram of circuit of the turning operation conditions control program of the second embodiment of the present invention is shown.
Figure 14 is the characteristic map that the variation of the benchmark limit lateral acceleration/accel correcting value that uses among second embodiment is shown.
Figure 15 is the characteristic map that the car speed that uses among second embodiment relies on the variation of sensitivity coefficient.
Figure 16 is identical with Fig. 2 but the diagram of circuit of the turning operation conditions control program of the third embodiment of the present invention is shown.
Figure 17 is the characteristic map that the deflection angle that uses among the 3rd embodiment relies on the variation of sensitivity coefficient.
Figure 18 is the sequential chart of the operation of the turning operation conditions control under the situation of the S turn of vehicle, shown in Fig. 2,13 and 16 when determining that peak value keeps the turning turning velocity.
Figure 19 is the characteristic map of the variation of limit lateral acceleration/accel correcting value.
Figure 20 is the sequential chart of the operation under the situation that the J-shaped of the vehicle of the 4th embodiment is turned, when limit lateral acceleration/accel, target vehicle velocity and desired deceleration are determined in the control of turning operation conditions.
Figure 21 amplifies the sequential chart that the peak value that illustrates among Figure 20 keeps the time variation of turning turning velocity.
Figure 22 is the characteristic map that desired deceleration reduces the variation of gradient.
Figure 23 is the sequential chart of the operation under the situation that the J-shaped of the vehicle of the 5th embodiment is turned, when limit lateral acceleration/accel, target vehicle velocity and desired deceleration are determined in the control of turning operation conditions.
The specific embodiment
Hereinafter, will explain embodiments of the present invention in detail with reference to illustrated embodiment.
Embodiment 1
Fig. 1 illustrates Power Train and the turn inside diameter operation conditions control convenience that is equipped with according to the preposition engine rear wheel drive vehicle of the turn inside diameter operation conditions control convenience of first embodiment of the invention.Vehicle shown in Figure 1 comprises engine 1, automatic transmission with hydraulic torque converter 2, left driving wheel and right drive wheel (trailing wheel) 3L and 3R and differential gear mechanism 4.
Automatic transmission with hydraulic torque converter 2 is automatic transmission with hydraulic torque converters normally used, that have common speed-change gear in it, and the velocity of rotation output that automatic transmission with hydraulic torque converter 2 can change to depend on selected speed or gear position is from the rotation of engine 1.Output rotation from automatic transmission with hydraulic torque converter 2 is passed to left driving wheel 3L and right drive wheel 3R via differential gear mechanism 4, with powered vehicle.
At car retardation or when stopping, brake actuator (brake unit) 5L and 5R as the autobrake parts are started, with to wheel 3L and 3R braking, thereby make car retardation and vehicle is stopped.
When the turn inside diameter operation conditions was controlled, as hereinafter described, turning operation conditions controller 10 was taken turns the propulsive effort of 3L and 3R and is utilized brake actuator 5L and the braking force of 5R control wheel 3L and 3R, the operation conditions of turning control by utilizing engine 1 control.Turning operation conditions controller 10 is as the primary clustering of the control part of turn inside diameter operation conditions control system.
Therefore, turning operation conditions controller 10 receives following as input: trample the signal of the acceleration jaw opening sensor 11 of degree (acceleration aperture) APO from being used for the sensing acceleration pedal; Signal from the wheel speed sensor 12 that is used for sensing wheel speed Vw; Signal from the steering angle sensor 13 of the angle δ that is used for the sensing bearing circle; Be used for the signal of sensing as the vehicle speed sensor 14 of the car speed VSP of the ground speed of vehicle; From being used for the signal of sensing around the yaw rate sensor 15 of (have with the corresponding polarity of direction of yaw-rate) yaw-rate φ (actual yaw rate phi) of the vertical axis of the center of gravity by vehicle; And from being used for the signal of lateral acceleration sensor 16 that sensing acts on the transverse acceleration Yg of vehicle.Turn inside diameter operation conditions control system comprises detecting part.In the example shown, detecting part comprises sensor shown in Figure 1, and the input information that will utilize these sensors to collect is supplied to control part.
Turning operation conditions controller 10 repeats control program shown in Figure 2 at interval by the rule of constant cycle, and carries out the turn inside diameter operation conditions control of present embodiment thus in the following manner.Fig. 2 illustrates the turning operation conditions control and treatment according to present embodiment.
In step S11, controller calculates vehicle yaw rate φ according to the method shown in the block diagram of Fig. 3 *(phi asterisk (asterisk)).
Yaw rate estimation portion 21 shown in Figure 3 is by searching for or search or find the solution by the equation of motion to vehicle from predetermined mapping, according to steering angle sigma that senses by sensor 13 and the car speed VSP that senses by sensor 14, estimate (having the polarity of the direction that depends on yaw-rate) vehicle yaw rate.
Absolute value select high portion 22 will be from the absolute value of (have depend on the yaw-rate direction polarity) estimation yaw-rate (estimated valve of yaw-rate) of yaw rate estimation portion 21, compare each other with the absolute value of (have depend on the yaw-rate direction polarity) the sensing yaw-rate φ (actual value of yaw-rate) that senses by sensor 15, and will estimate that bigger one in the absolute value of yaw-rate and sensing yaw-rate is set to calculate yaw-rate φ *(computing value of yaw-rate).In the present embodiment, control part comprises the yaw-rate calculating part, and this yaw-rate calculating part compares to determine to calculate yaw-rate by the actual yaw rate that will obtain by sensing with by calculating the estimation yaw-rate that obtains.In this example, the yaw-rate calculating part comprises that yaw rate estimation portion 21 and absolute value select high portion 22.
In S11, calculate vehicle yaw rate φ *(phi asterisk) afterwards, in step S12, controller calculates the corresponding limit lateral acceleration/accel of the restriction operation conditions Yg with present embodiment by calculating according to following equation *The value of (limit lateral acceleration/accel Yg asterisk).
Yg *＝Ygc+Ygs
In this equation,
Ygc: predetermined value (constant, for example 0.45G)
Ygs: restriction correcting value.This restriction correcting value is to become big limit lateral acceleration/accel decrease (negative value) along with the time rate of change quickening of steering angle sigma (delta).
Therefore, the limit lateral acceleration/accel Yg in the left side of above mathematic(al) representation *(Yg asterisk) depends on the time rate of change (turning velocity) of steering angle sigma and changes, and along with the time rate of change of steering angle sigma is accelerated and reduced.The back is interpretation transverse acceleration Yg in more detail *(restriction operation conditions) and the decrease Ygs of limit lateral acceleration/accel that depends on the time rate of change (turning velocity) of steering angle sigma.In the present embodiment, the quantity of state of expression turn inside diameter operation conditions or state variable or turn inside diameter kinematic variable are transverse accelerations, and restriction turning motion variable is limit lateral acceleration/accel Yg *In addition, the restriction correcting value (restriction decrease) that is used to reduce to limit the turning motion variable is limit lateral acceleration/accel decrease Ygs.
In next step S13, controller calculates target vehicle velocity VSP *(VSP asterisk) is even so that the yaw-rate φ that utilizes the time rate of change (turning velocity) by steering angle sigma to produce *(phi asterisk), the transverse acceleration Yg that is applied to vehicle can not increase above limit lateral acceleration/accel Yg yet *
In this calculated, (comprising in the control part) target vehicle velocity calculating part 31 shown in Figure 4 was according to following equation, by calculating yaw-rate φ *, limit lateral acceleration/accel Yg *Calculate target vehicle velocity VSP with surface friction coefficient μ (mu) *
VSP *＝μ×Yg */φ *
Thereby, by making with limit lateral acceleration/accel Yg *(Yg asterisk) is divided by calculating yaw-rate φ *The merchant that (phi asterisk) obtained, multiply by surface friction coefficient μ (mu), obtain target vehicle velocity VSP *(VSP asterisk).
By determining the wheel slip rate, determine wheel drive force and estimate surface friction coefficient μ, determine surface friction coefficient μ according to wheel slip rate that calculates thus and wheel drive force according to the acceleration aperture APO that senses by sensor 11 with by the car speed VSP that sensor 14 senses according to the wheel speed Vw that senses by sensor 12 with by the car speed VSP that sensor 14 senses.
In next step S14, (comprising in the control part) desired deceleration calculating part 41 shown in Figure 5 uses (reality) car speed VSP and target vehicle velocity VSP *, calculate desired deceleration Xg according to following equation *
Xg *＝Kvo×(VSP-VSP *)/Δt
Kvo: predetermined gain
Δ t (delta t): car speed VSP equals target vehicle velocity VSP *The schedule time before (time quantum).Therefore, desired deceleration Xg *Be to make car speed VSP arrive target vehicle velocity VSP at the fixed time during the Δ t *Required vehicle deceleration.As known according to above equation, condition Xg *＞0 means deceleration.Thereby, by the gain Kvo with will deduct target vehicle velocity VSP from actual vehicle speed VSP *Poor (the VSP-VSP of (VSP asterisk) gained *) merchant that obtained divided by schedule time Δ t (delta t) multiplies each other, and obtains desired deceleration Xg *(Xg asterisk).
In next step S15, controller by the driving force control signal is exported to as shown in Figure 1 brake actuator 5L and 5R and engine 1 so that vehicle deceleration (actual deceleration degree) reaches desired deceleration Xg *Realize desired deceleration Xg *, and carry out in order under the condition of this deceleration/decel, make car speed VSP head for target car speed VSP *Control.
By this control (car speed reduces control), control system can be by means of desired deceleration Xg *Make car speed VSP be decreased to target vehicle velocity VSP *Thereby, prevent to produce yaw-rate φ when time rate of change (actual steering speed) owing to steering angle sigma *The time, surpass limit lateral acceleration/accel Yg as the transverse acceleration Yg of turn inside diameter operation conditions as the restriction operation conditions *
Therefore, even for lane change with the situation of the operation of being carried out of swerving such as promptly hiding under, control system can reduce (increase deceleration/decel) by aforesaid car speed, will be restricted to and the corresponding limit lateral acceleration/accel of turning velocity Yg with the transverse acceleration Yg (turn inside diameter operation conditions) that aforementioned steering operation and car speed are determined relatively *(restriction operation conditions), thus help safety greatly.
Explain the corresponding limit lateral acceleration/accel of restriction operation conditions that explain and present embodiment Yg below with reference to Fig. 6～8 at S12 *, and be used for according to previous equations (Yg *=Ygc+Ygs) calculate limit lateral acceleration/accel Yg *, with the corresponding limit lateral acceleration/accel of time rate of change (turning velocity) the decrease Ygs of steering angle sigma.
Fig. 6 and 7 remains 0 straight motoring condition beginning to increase steering angle sigma as shown, reduce steering angle sigma as shown and make during at the moment t4 steering angle sigma be back to sequential chart under the situation of 0 J-shaped turning lateral deviation operation from moment t3 then from deflection angle when moment t1.
As shown in Figure 6, when steering angle sigma changes like this along with effluxion or by the seasonal effect in time series mode, deflection angle speed (turning velocity) δ ' (delta prime) as the derivative of steering angle sigma is in the positive status with straight polarity during time period t 1～t3, and is in the negative state with negative polarity during time period t 3～t4.
As shown in Figure 6, deflection angle remains in the positive status with straight polarity during time period t 1～t4, when polarity remains positive steering angle sigma and polarity at moment t3 from just becoming negative steering angle sigma ' product amount sgn (δ * δ ') be set to equal+1 (sgn (δ * δ ')=+ 1 for timing sgn (δ * δ ')) and (sgn (δ * δ ')=-1 that is set to equal-1 at product amount sgn (δ * δ ') sgn (δ * δ ') when negative) situation under, product amount sgn (δ * δ ') changes as shown in Figure 6.
Steering angle sigma and steering angle sigma ' product amount sgn (δ * δ ') for meaning, the fact of (+1) just turn to well afoot carrying out the J-shaped operation of turning, and product amount sgn (δ * δ ') returns for the fact of negative (1) means and turns to well afoot to turn and operate to carry out J-shaped.Under the situation that turning turns to, deflection angle (or absolute value of deflection angle) increases, and the steering position of bearing circle is from the center position turn-off of straight mobility operation.Returning under the situation about turning to, deflection angle (or absolute value of deflection angle) reduces, and the steering position of bearing circle is returned towards the straight progressive position of neutrality.
Product amount sgn between steering angle sigma and the turning velocity δ ' (δ * δ ') for during just the turning of (+1) is turning to as the absolute turning turning velocity δ ' yg of the absolute value of turning velocity the variation that form was obtained with the absolute value by turning velocity δ ' during transfer time section t1～t3.
In the present embodiment, (corresponding with actual steering speed) this turning velocity δ ' yg that definitely turns is directly used in replacement under situation about not revising, control system is calculated limit lateral acceleration/accel Yg by (turning velocity is corresponding with revising) the peak value retention value δ ' ygh that uses the absolute turning turning velocity δ ' yg shown in the dotted line in Fig. 6 the most descending in the following manner *
Shown in the solid line in Fig. 6 the most descending, use absolute turning turning velocity δ ' yg as peak value retention value δ ' ygh, till returning the moment t3 that turns to beginning by continuing following selectivity, the peak value retention value δ ' ygh (correction turning velocity) of the turning velocity δ ' yg that obtains definitely to turn.When this selectivity is used absolute turning turning velocity δ ' yg, when absolute turning turning velocity δ ' yg is increasing, under situation about not revising, use the absolute turning turning velocity δ ' yg that is increasing as peak value retention value δ ' ygh.On the other hand, when absolute turning turning velocity δ ' yg was reducing, the peak of the absolute turning turning velocity δ ' yg before the controller use reduces or peak value were as peak value retention value δ ' ygh.
Explain by using the peak value of determining thus to keep turning turning velocity δ ' ygh to calculate limit lateral acceleration/accel yg below with reference to Fig. 7 and 8 *Calculating.
At first, controller, is determined and the corresponding limit lateral acceleration/accel of turning velocity Yg by utilizing the mapping search according to the predetermined properties shown in the example of Fig. 7 *Decrease Ygs (restriction correcting value), to be used for according to mathematic(al) representation (Yg *=Ygc+Ygs) determine limit lateral acceleration/accel Yg *
As an example, as shown in Figure 7, depend on peak value with the decrease Ygs (restriction correcting value) of the corresponding limit lateral acceleration/accel of turning velocity Yg and keep turning turning velocity δ ' ygh (correction turning velocity) and change.When being positioned at first predetermined value delta when peak value keeps turning turning velocity δ ' ygh between ' ygh1 and second predetermined value delta ' ygh2, along with keeping turning turning velocity δ ' ygh, peak value increases, and big with decrease Ygs (restriction correcting value) change of the corresponding limit lateral acceleration/accel of turning velocity Yg.Be lower than first predetermined value delta when peak value keeps turning turning velocity δ ' ygh ' during ygh1, keep equaling 0 with the decrease Ygs of the corresponding limit lateral acceleration/accel of turning velocity Yg.Be greater than or equal to second predetermined value delta when peak value keeps turning turning velocity δ ' ygh ' during ygh2, keep equaling maxim with the decrease Ygs of the corresponding limit lateral acceleration/accel of turning velocity Yg.Between ' ygh1 (delta prime ygh1) and second predetermined value delta ' ygh2 (delta prime ygh2) in first predetermined value delta (＞the first predetermined value delta ' ygh1), restriction decrease Ygs dullly increases along with peak value keeps the increase of turning turning velocity δ ' ygh, increase at the example neutral line of Fig. 7.The vertical axis of Fig. 7 represents to limit correcting value (in this example for restriction transverse acceleration correcting value), and correcting value is increase on positive dirction, and is decrease on negative direction.
Shown in the solid line among Fig. 8, by use based on the corresponding mapping of Fig. 7 according to the turning velocity that peak value keeps turning turning velocity δ ' ygh to determine rely on limit lateral acceleration/accel decrease Ygs (negative value), according to equation (Yg *=Ygc+Ygs) determined limit lateral acceleration/accel Yg *Become the amount that relies on limit lateral acceleration/accel decrease Ygs than the little above-mentioned turning velocity of predetermined value Ygc arbitrarily.The steering angle sigma of Fig. 8 keeps turning turning velocity δ ' ygh along with the time changes by the mode identical with Fig. 6 with peak value.
In the step S13 of Fig. 2, determine as previously mentioned, in order to prevent to exceed limit lateral acceleration/accel Yg *Target vehicle velocity VSP *As shown in the solid line of Fig. 8, changing.In the step S14 of Fig. 2, determine as previously mentioned, with so that car speed VSP reaches target vehicle velocity VSP *Desired deceleration Xg *Shown in the solid line of Fig. 8, change.As apparent by this tittle, present embodiment can provide following effect and effect.
Replace the peak value shown in the solid line among Fig. 8 to keep turning turning velocity δ ' ygh, by the absolute turning turning velocity δ ' yg shown in the dotted line among direct use Fig. 8, determine limit lateral acceleration/accel Yg if rely on limit lateral acceleration/accel decrease Ygs according to the turning velocity of determining by the mapping of Fig. 7 *, limit lateral acceleration/accel Yg then *Shown in the dotted line among Fig. 8, change.As a result, target vehicle velocity VSP *With desired deceleration Xg *Shown in the dotted line among Fig. 8, change.
Therefore, during moment t2 during still being in the time period t 1～t3 that turns to, because the control of turning operation conditions finishes thereby car speed recovers (deceleration/decel recoverys) beginning, target vehicle velocity VSP during turning time to turn section *Become enlarging state (desired deceleration Xg from reducing state prematurely *Become from enlarging state and to reduce state), and control becomes by making target vehicle velocity VSP *Surpass the pattern that car speed VSP increases car speed.
Therefore, during moment t2 ' during the time to turn section of turning,, therefore be used to prevent surpass turning velocity and rely on limit lateral acceleration/accel Yg owing to satisfied condition δ ' yg＜δ ' ygh1 (with reference to figure 7) (turning velocity is lower than first predetermined value delta ' ygh1) *Car speed reduce (deceleration) control and finish so that appear at car speed during the time to turn section t2～t3 that turns nature and the problem that changes uncomfortably.
As a comparison,, keep turning turning velocity δ ' ygh, rely on limit lateral acceleration/accel decrease Ygs according to the turning velocity of determining by the mapping of Fig. 7 and determine limit lateral acceleration/accel Yg by using the peak value shown in the solid line among Fig. 8 according to present embodiment *, and correspondingly, limit lateral acceleration/accel Yg *Along with effluxion changes shown in the solid line among Fig. 8.As a result, target vehicle velocity VSP *With desired deceleration Xg *Shown in the solid line among Fig. 8, change.
Therefore, car speed recovers (deceleration/decel recovery) not owing to turning operation conditions control during the time to turn section t1～t3 that turns finishes to begin target vehicle velocity VSP *Keep below car speed SP, and control does not become the pattern that car speed is increased.
Therefore, turning turn to finish and return the moment t3 that turns to beginning after moment t3 ' time, satisfied condition δ ' ygh＜δ ' ygh1 (with reference to figure 7) (peak value keeps turning velocity δ ' ygh to be lower than δ ' ygh1), and therefore control system stops being used to prevent surpass turning velocity dependence limit lateral acceleration/accel Yg when moment t3 ' *Car speed reduce (deceleration) control so that control system can solve car speed during the time to turn section t2～t3 that turns nature and the problem that changes uncomfortably.
In addition, in the present embodiment, by along with as with reference to the described peak values of figure 7 keep turning turning velocity δ ' ygh increase, increase turning velocity and rely on limit lateral acceleration/accel Yg *Decrease Ygs, reduce limit lateral acceleration/accel Yg *Therefore, when the turning turning velocity is accelerated and at requiring of promptly hiding when high, limit lateral acceleration/accel Yg *Step-down, and the turning operation conditions control that control system can reduce by the car speed that begins earlier to utilize during turning to (prevents that transverse acceleration from surpassing limit lateral acceleration/accel Yg thereby reduce car speed *Car speed reduce control), improve safety.
In addition, as previously explained and as adopt peak value shown in Figure 8 to keep form shown in Figure 9 of the enlarged drawing of turning turning velocity δ ' ygh, when absolute turning turning velocity δ ' yg is increasing, the peak value retention value δ ' ygh (correction turning velocity) of turning velocity δ ' yg of will definitely the turning turning velocity δ ' yg that is set to equal definitely turn, and when absolute turning turning velocity δ ' yg is reducing, the peak value retention value δ ' ygh (correction turning velocity) of the turning velocity δ ' yg that will definitely turn be set to equal definitely the to turn nearest peak value of turning velocity δ ' yg.Therefore, even owing in the sensing value of steering angle sensor 13, sneak into noise and when calculating turning velocity δ ', sneak into noise, absolute turning turning velocity δ ' yg fluctuates as shown in Figure 9, also can keep turning turning velocity δ ' ygh to remove these noise contributions shown in the shade Fig. 9 from peak value.
These noises make turning velocity rely on limit lateral acceleration/accel decrease Ygs and therefore make limit lateral acceleration/accel Yg *Fluctuation, and make the control of turning operation conditions unstable thus.Yet as mentioned above, the control system of present embodiment keeps turning turning velocity δ ' ygh to eliminate noise contribution from peak value, and makes the stable performance of turning operation conditions control thus.
Shown in Fig. 8 and 9, when turning to end (and return turn to beginning) and turning velocity δ ' to equal 0 moment t3, need control system to keep turning turning velocity δ ' ygh to be back to absolute turning turning velocity δ ' the yg operation conditions control that stops turning by making peak value.In this case, shown in Fig. 8 and 9, make peak value keep turning turning velocity δ ' ygh to be back to absolute turning turning velocity δ ' yg by predetermined gradient Δ δ (or time rate of change or time reduction rate).
If turn to finish time during (return and turn to the zero hour) t3, make peak value keep turning turning velocity δ ' ygh to be back to absolute turning turning velocity δ ' yg suddenly in the turning shown in Fig. 8 and 9, then peak value keeps the rapid decline of turning turning velocity δ ' ygh to produce limit lateral acceleration/accel Yg *Rapid increase, therefore and take place because the impact that the rapid decline of vehicle deceleration causes.
In the present embodiment, as a comparison, shown in Fig. 8 and 9, make peak value keep turning turning velocity δ ' ygh to be back to absolute turning turning velocity δ ' yg by predetermined gradient or time reduction rate Δ δ.Therefore, as after the moment t3 among Fig. 8 over time shown in, make limit lateral acceleration/accel Yg *Be back to predetermined value Ygc gradually.Therefore, the control system according to present embodiment does not have to take place because the impact that vehicle deceleration descends and causes.
In above-mentioned example, the turning shown in Fig. 8 and 9 turns to the finish time (return and turn to the zero hour) t3 to begin to be used to make peak value to keep turning turning velocity δ ' ygh to be back to the moment of the control of absolute turning turning velocity δ ' yg.Yet, as identical with Fig. 9 shown in Figure 10, can be chosen in rotation and curve during the scheduled delay Δ td that the finish time, (return and turn to the zero hour) t3 rose the value that peak value when keeping t3 constantly keeps turning turning velocity δ ' ygh, begin to be used to make peak value to keep turning turning velocity δ ' ygh to be back to the control of absolute turning turning velocity δ ' yg during Δ td delay time having passed through then.
This example can provide following effect.Since turning turn to the finish time during (return and turn to the zero hour) t3 turning velocity δ ' equal 0, The noise when therefore absolute turning turning velocity δ ' yg (peak value keeps turning turning velocity δ ' ygh) is subject to the noise of sneaking in the sensing value of steering angle sensor 13 and calculates turning velocity δ ', and the operation conditions control of therefore turning in some cases becomes unstable.By beginning to be used to make peak value to keep turning turning velocity δ ' ygh to be back to the control of absolute turning turning velocity δ ' yg when Δ td finishes from the delay time of moment t3, control system can be eliminated these The noise, and can make turning operation conditions control stabilization.
As shown in figure 11, delay time, Δ td can prolong along with the increase of cross velocity degree Yg.In this case, delay time, Δ td can uprise and dull increasing along with transverse acceleration.For example, in Figure 11, delay time is between predetermined low cross accekeration and predetermined high transverse acceleration value, increase to predetermined long-time value from predetermined short time value linearity, the short time value that constant maintenance equals to be scheduled in the zone that is lower than predetermined low cross accekeration, and the long-time value that constant maintenance equals to be scheduled in the zone that is greater than or equal to predetermined high transverse acceleration value.
Therefore, when the transverse acceleration Yg that acts on vehicle is big, in the time period Δ td that limit lateral acceleration/accel Yg grows after turning turns to (return and turn to the zero hour) the t3 finish time, the value when remaining in t3.Like this, control system can reduce the variation of desired deceleration Xg as much as possible, and suppresses the variation of running state of the vehicle.
In above example, control system is configured to detect the turning that turning velocity δ ' equals at 0 o'clock and turns to (return and turn to the zero hour) the t3 finish time, and when moment t3 or beginning to be used to make peak value to keep turning turning velocity δ ' ygh to be back to the control of absolute turning turning velocity δ ' yg when Δ td finishes from the delay time of t3.Yet, as an alternative, can adopt example shown in Figure 12.As shown in figure 12, as target vehicle velocity VSP *Be higher than car speed VSP and control and become when quickening control (when having eliminated when producing the needing of desired deceleration Xg), perhaps as desired deceleration Xg from deceleration control *Be less than or equal to (when having eliminated when producing the needing of desired deceleration Xg) at 0 o'clock, at this constantly during t3, the control system of this example relies on limit lateral acceleration/accel decrease (negative value) Ygs by turning velocity and is set to 0 and make limit lateral acceleration/accel Yg *(for example, 0.45G), the car speed that termination is used to limit the transverse acceleration that depends on turning velocity reduces control to be back to predetermined value Ygc.
Even equal to eliminate producing desired deceleration Xg before 0 o'clock turning turns to (return and turn to the zero hour) the t3 finish time at turning velocity δ ' *Needs mean that also the turning velocity that no longer needs to be used for limit lateral acceleration/accel (being used to control the turning operation conditions) relies on car speed and reduces control.Therefore, as previously mentioned, as target vehicle velocity VSP *Be higher than car speed VSP and control and when deceleration control becomes acceleration control, (be used to produce desired deceleration Xg when having eliminated *Need the time), perhaps as desired deceleration Xg *Be less than or equal at 0 o'clock (when having eliminated when being used to produce the needing of desired deceleration Xg), when this moment t3, rely on car speed by the turning velocity that stops being used for the limit lateral acceleration/accel and reduce control, rely on limit lateral acceleration/accel decrease (negative value) Ygs by turning velocity and be set to equal 0 and make limit lateral acceleration/accel Yg *(for example, 0.45G), control system can prevent to carry out the turning velocity dependence car speed that is used for the limit lateral acceleration/accel utterly uselessly and reduce control to be back to predetermined value Ygc.
In this case, even carry out being reduced to 0 as shown in figure 12 suddenly, (for example, control 0.45G) is because desired deceleration Xg to make the limit lateral acceleration/accel be back to predetermined value Ygc by turning velocity being relied on limit lateral acceleration/accel decrease (bearing) Ygs *Unaffected, this control can not produce impact yet.
Embodiment 2
Figure 13 illustrates identical with Fig. 2 but according to a second embodiment of the present invention turning operation conditions control program is shown.In a second embodiment, inserting step S21～S23 between step S11 shown in Figure 2 and step S12.
In step S21, controller keeps turning turning velocity δ ' ygh to determine benchmark limit lateral acceleration/accel correcting value Ygso (basic correction amount) based on as shown in figure 14 predetermined mapping by peak value.In step S22, controller determines that by car speed VSP car speed relies on sensitivity coefficient Kv based on as shown in figure 15 predetermined mapping.
In step S23, controller multiply by the car speed of determining by the benchmark limit lateral acceleration/accel correcting value Ygso that will determine and relies on sensitivity coefficient Kv in S22 in S21, calculate limit lateral acceleration/accel correcting value Ygs=Ygso * Kv (restriction correcting value).
Benchmark limit lateral acceleration/accel correcting value Ygso (basic correction amount) shown in Figure 14 is set to and the identical amount of being explained with reference to figure 7 of limit lateral acceleration/accel correcting value Ygso, and car speed shown in Figure 15 to rely on sensitivity coefficient Kv be the coefficient that changes between 0% and 100% and reduce along with the increase of car speed VSP according to car speed VSP.In this example, car speed relies in the zone of sensitivity coefficient Kv between predetermined low toy vehicle velocity value and predetermined high toy vehicle velocity value, reduce (the example of Figure 15 from maxim (100%) dullness, linearity reduces) to minimum value (0%), the constant maxim that remains in the zone that is lower than predetermined low toy vehicle velocity value, and in the zone that is greater than or equal to predetermined high toy vehicle velocity value, the constant minimum value that remains.
Therefore, in a second embodiment, limit lateral acceleration/accel correcting value Ygs uprises along with car speed and diminishes, and the limit lateral acceleration/accel Yg that therefore determines in S12 by this limit lateral acceleration/accel correcting value of use Ygs (=Ygc+Ygs), car speed VSP diminishes along with increasing.
Therefore, in a second embodiment, make an explanation limit lateral acceleration/accel correcting value Ygs and limit lateral acceleration/accel Yg by using Fig. 8 *Along with car speed uprises and step-down, and along with car speed VSP increases, control system can reduce change and be used for vehicle lateral acceleration is restricted to limit lateral acceleration/accel Yg *The car speed timer-operated sensitivity of execution that reduces to control, thereby help following effect.
When high car speed, utilize little deflection angle that transverse acceleration is increased, so that utilize the actuating of deflection angle speed regularly to be easy to fluctuation.Yet, in a second embodiment, can suppress this fluctuation, and suppress early to start car speed thus and reduce control by above-mentioned desensitization.
Embodiment 3
Figure 16 illustrates identical with Fig. 2 but the turning operation conditions control program of the third embodiment of the present invention is shown.In the present embodiment, inserting step S31～S33 between step S11 shown in Figure 2 and step S12.
In step S31, controller keeps turning turning velocity δ ' ygh to determine benchmark limit lateral acceleration/accel correcting value Ygso (basic correction amount) based on as shown in figure 14 predetermined mapping by peak value.In step S32, controller determines that by steering angle sigma deflection angle relies on sensitivity coefficient Ks based on as shown in figure 17 predetermined mapping.
In step S33, controller multiply by the deflection angle of determining by the benchmark limit lateral acceleration/accel correcting value Ygso that will determine and relies on sensitivity coefficient Ks in S32 in S31, calculates limit lateral acceleration/accel correcting value Ygs=Ygso * Ks.
Deflection angle shown in Figure 17 relies on sensitivity coefficient Ks and depend on the coefficient that steering angle sigma changes and reduces along with reducing of steering angle sigma between predetermined a% and 100%.In this example, deflection angle relies in the zone of sensitivity coefficient Ks between predetermined low-angle value and predetermined wide-angle value, increase (the example of Figure 17 from minimum value (a%) is dull, the linear increase) to maxim (100%), the constant minimum value that remains in less than the zone of predetermined low-angle value, and in more than or equal to the zone of predetermined wide-angle value the constant maxim that remains.
Therefore, in the 3rd embodiment, limit lateral acceleration/accel correcting value Ygs diminishes and diminishes along with deflection angle, and the limit lateral acceleration/accel Yg that therefore determines in S12 by this limit lateral acceleration/accel correcting value of use Ygs *(=Ygc+Ygs) reduces along with steering angle sigma and diminishes.
Therefore, in the 3rd embodiment, make an explanation limit lateral acceleration/accel correcting value Ygs and limit lateral acceleration/accel Yg by using Fig. 8 *Along with deflection angle diminishes and step-down, and along with steering angle sigma reduces, control system can reduce change and be used for vehicle lateral acceleration is restricted to limit lateral acceleration/accel Yg *The car speed timer-operated sensitivity of execution that reduces to control, thereby help following effect.
When deflection angle hour, disturb (by the slight crack or the caused interference of rut of road) to be easy to produce the variation of the deflection angle of bearing circle from ground-surface, and make to activate based on deflection angle speed and regularly change or fluctuation.Yet, in the 3rd embodiment, can suppress this fluctuation, and suppress early to start car speed thus and reduce control by above-mentioned desensitization.
Can carry out the combination of the example of the example of Figure 13～15 and Figure 16～17.In this case, limit lateral acceleration/accel correcting value Ygs and limit lateral acceleration/accel Yg *Depend on car speed VSP and steering angle sigma and change.
In any case, under the situation of the S turn of vehicle, peak value keeps turning turning velocity δ ' ygh all to change as shown in figure 18.
Figure 18 is the sequential chart under the situation of following S turn: from moment t1, steering angle sigma is 0 straight forward travel state, increase as shown in the figure from steering angle sigma, then from moment t3, steering angle sigma reduces as shown, steering angle sigma is reduced to till 0 up at the moment t4 time, then from t4, by steering wheel rotation on opposite steering direction steering angle sigma is increased in the opposite direction once more since 0, and from moment t5, the steering angle sigma on the opposite sense reduces as shown, steering angle sigma is reduced to till 0 up at the moment t6 time.
When steering angle sigma changes like this along with effluxion, as shown in figure 18, have straight polarity during time period t 1～t3, changing by deflection angle speed δ ' as deflection angle speed (turning velocity) δ ' of the derivative of deflection angle in the mode that has negative polarity during time period t 3～t5 and during time period t 5～t6, have straight polarity.
As shown in figure 18, steering angle sigma has straight polarity during time period t 1～t4, and has negative polarity during time period t 4～t6.
In steering angle sigma and the steering angle sigma that polarity changes as mentioned above ' product amount sgn (δ * δ ') sgn (δ * δ ') is set to+1 (sgn (δ * δ ')=+ 1 for timing) and (sgn (δ * δ ')=-1 that sgn (δ * δ ') is set to when negative-1 at product amount sgn (δ * δ ')) situation under, product amount sgn (δ * δ ') changes as shown in figure 18.
Steering angle sigma and steering angle sigma ' product amount sgn (δ * δ ') for meaning, the fact of (+1) just turn to well afoot carrying out the S turn operation, and steering angle sigma and steering angle sigma ' product amount sgn (δ * δ ') turn to well afoot to operate to carry out S turn for the fact of negative (1) means to return.
As the absolute turning turning velocity δ ' yg of the product amount sgn between steering angle sigma and the turning velocity δ ' (δ * δ '), with the variation that form was obtained of the absolute value of turning velocity δ ' during the form of the absolute value by turning velocity δ ' during transfer time section t1～t3 and the time period t 4～t5 for the absolute value of the turning velocity during just the turning of (+1) is turning to.
By be set to equal definitely the to turn turning velocity δ ' yg and of peak value retention value δ ' ygh when absolute turning turning velocity δ ' yg is increasing, determine the peak value retention value δ ' ygh of absolute turning turning velocity δ ' yg by equal definitely the to turn last peak value of turning velocity δ ' yg of maintenance peak value retention value δ ' ygh when absolute turning turning velocity δ ' yg is reducing.By continue selectivity use last peak value before reducing of absolute turning turning velocity δ ' yg that increases or the absolute turning turning velocity δ ' yg that reduces, as peak value retention value δ ' ygh, up to return turn to the zero hour t3 or t5 till, controller can obtain the peak value retention value δ ' ygh of the absolute turning turning velocity δ ' yg shown in the solid line in Figure 18 the most descending.
Under the situation of S turn operation, when turning or follow-up turning for the second time, shown in moment t4, peak value keeps turning turning velocity δ ' yg to rise by the form of stepped change.As a result, control system can be used in vehicle lateral acceleration is restricted to limit lateral acceleration/accel Yg *The car speed execution timing advance that reduces to control, and realize required hyperresponsiveness energy thus.
Embodiment 4
In the 4th embodiment, the peak value that replaces using among first embodiment keeps turning turning velocity δ ' ygh, calculates limit lateral acceleration/accel Yg by using calculating turning turning velocity δ ' ygo (calculating turning velocity) (as revising turning velocity) as explained below *
Determine to calculate turning turning velocity δ ' ygo in the following manner.When absolute turning turning velocity δ ' yg is increasing, calculate turning turning velocity δ ' ygo and be set to equal absolute turning turning velocity δ ' yg unmodified, that increasing.On the other hand, when absolute turning turning velocity δ ' yg is reducing, calculate turning turning velocity δ ' ygo and be set to be restricted to the turning velocity that predetermined reduction rate is obtained by the reduction rate of the absolute turning turning velocity δ ' yg that will reduce.Continue this selectivity of absolute turning turning velocity δ ' yg and use, up to return turn to the zero hour till.Like this, when actual steering speed is increasing, revise turning velocity and keep equaling this actual steering speed.When actual steering speed is reducing, revise turning velocity (under the situation of the peak value retention value of first embodiment) and keep constant or constant, perhaps compare, reduce more lentamente with the actual steering speed that is reducing.In any case, when actual steering speed was reducing, (not increasing although revise turning velocity) this correction turning velocity remained in than the fast level of actual steering.
In the 4th embodiment, according to the predetermined properties shown in the example of Figure 19, to search for by utilizing mapping, controller is determined and the corresponding limit lateral acceleration/accel of turning velocity Yg *Decrease Ygs, to be used for according to mathematic(al) representation (Yg *=Ygc+Ygs) determine limit lateral acceleration/accel Yg *
Because this mapping has the characteristic identical with variation characteristic figure shown in Figure 7, therefore omitted the explanation that repeats.Predetermined value delta shown in Figure 19 ' ygo1 equates with the δ ' ygh1 of Fig. 7, and the predetermined value delta of Figure 19 ' ygo2 equates with the δ ' ygh2 of Fig. 7.
According to the 4th embodiment,, rely on limit lateral acceleration/accel decrease Ygs according to the turning velocity of determining by the mapping of Figure 19 and calculate limit lateral acceleration/accel Yg by using the calculating turning turning velocity δ ' ygo shown in the solid line among Figure 20 *Therefore, limit lateral acceleration/accel Yg *Shown in the solid line among Figure 20, change.As a result, target vehicle velocity VSP *With desired deceleration Xg *Shown in the solid line among Figure 20, change.
Therefore, car speed recovers (deceleration/decel recovery) not owing to turning operation conditions control during the time to turn section t1～t3 that turns finishes to begin target vehicle velocity VSP *Keep below car speed VSP, and control does not become the pattern that car speed is increased.
Therefore, turning turn to finish and return the moment t3 that turns to beginning after moment t3 ' time, satisfied condition δ ' ygo＜δ ' ygo1 (referring to Figure 19), and therefore control system stops being used to prevent surpass turning velocity dependence limit lateral acceleration/accel Yg when moment t3 ' *Car speed reduce (deceleration) control so that control system can solve car speed during the time to turn section t2～t3 that turns nature and the problem that changes uncomfortably.
In addition, as previously explained, and as adopt form shown in Figure 21 of the enlarged drawing of calculating turning turning velocity δ ' ygh shown in Figure 20, when absolute turning turning velocity δ ' yg is increasing, computing value δ ' the ygo of turning velocity δ ' yg of definitely the turning turning velocity δ ' yg that is set to equal definitely turn, and when absolute turning turning velocity δ ' yg is reducing, utilize definitely the turn computing value δ ' ygo of turning velocity δ ' yg of the absolute turning turning velocity δ ' yg that is reducing to be set to the turning velocity that reduces with the predetermined reduction rate that is limited.
Therefore, even the noise of sneaking into during owing to noise of sneaking in the sensing value of steering angle sensor 13 and calculating deflection angle speed δ ', absolute turning turning velocity δ ' yg fluctuates as shown in figure 21, also can remove these noise contributions shown in the shade Figure 21 from calculating turning turning velocity δ ' ygo.
These noises cause that turning velocity relies on limit lateral acceleration/accel decrease Ygs and so limit lateral acceleration/accel Yg *Fluctuation, and make turning operation conditions control unstable thus.Yet as mentioned above, the control system of present embodiment has been eliminated noise contribution from calculating turning turning velocity δ ' ygo, and makes the stable performance of turning operation conditions control thus.
Embodiment 5
In the 5th embodiment, keep turning turning velocity δ ' ygh to calculate that desired deceleration reduces gradient or desired deceleration reduces side gradient Xgdn according to the peak value that uses among first embodiment, and this desired deceleration reduce gradient and is used to suppress desired deceleration Xg *sharply reduce.
Desired deceleration reduces gradient Xgdn and depends on peak value and keep turning turning velocity δ ' ygh to change as shown in figure 22.When being positioned at first predetermined value delta when peak value keeps turning turning velocity δ ' ygh between ' ygh1 and second predetermined value delta ' ygh2, desired deceleration reduces gradient Xgdn and keeps the increase of turning turning velocity δ ' ygh and reduce (dullness reduces, and reduces for linearity) in this example along with peak value.Be lower than first predetermined value delta when peak value keeps turning turning velocity δ ' ygh ' during ygh1, desired deceleration reduces gradient Xgdn and keeps equaling maxim.Be greater than or equal to second predetermined value delta when peak value keeps turning turning velocity δ ' ygh ' during ygh2, desired deceleration reduces gradient Xgdn and keeps equaling minimum value.
Keep turning turning velocity δ ' ygh (correction turning velocity) according to the control system of present embodiment by using the peak value shown in the solid line among Figure 23, determine that according to the mapping of Figure 22 desired deceleration reduces gradient Xgdn, and limited target deceleration/decel Xg thus *Reduce.
Therefore, calculate limit lateral acceleration/accel decrease Ygs by the direct use turning velocity δ ' yg (actual steering speed) that definitely turns.As a result, limit lateral acceleration/accel Yg *With target vehicle velocity VSP *Change as shown in figure 23.Yet, shown in the solid line of Figure 23, desired deceleration Xg *By keeping turning turning velocity δ ' ygh (correction turning velocity) to come limited target deceleration/decel Xg according to peak value *The mode that reduces gradient change.
Therefore, control system is not recovered (deceleration/decel recovery) owing to turning operation conditions control during the time to turn section t1～t3 that turns finishes to begin car speed, and control is not switched to the pattern that car speed is increased.Therefore, control system can solve car speed during the time to turn section t2～t3 that turns nature and the problem that changes uncomfortably.
According to possible explanation one of them (first kind of explanation), the foregoing description 1,2,3,4 and 5 separately in, turn inside diameter operation conditions control convenience (at least) comprises that control part (for example, 10), this control part is configured to determine actual steering speed, determine to depend on the restriction operation conditions of this actual steering speed, produce control signal according to this restriction operation conditions, by reducing car speed, and thus the turn inside diameter operation conditions is restricted to the restriction operation conditions according to this control signal control vehicle speed.This control part is determined to revise turning velocity according to actual steering speed, and comes the Correction and Control signal according to this correction turning velocity.In addition, turn to away from the turning on the turn direction of center position or the steering operation of turning during, when actual steering speed reduces, this control part makes to be revised turning velocity and is higher than actual steering speed.
According to above-mentioned first kind of explanation, control part determines that according to the restriction operation conditions controlling quantity (for example, target vehicle velocity and/or desired deceleration), come control vehicle speed by producing control signal, and thus the turn inside diameter operation conditions is restricted to the restriction operation conditions according to this controlling quantity.Control part comes one of at least the Correction and Control signal by revising restriction operation conditions and controlling quantity, and prevented like this, because the increase naturally of the car speed that turning velocity reduces to cause during turning to away from the turning on the turn direction of straight neutral direction of advancing.
Except that control part, turn inside diameter operation conditions control convenience can comprise detecting part and/or actuation part.In each embodiment, detecting part at least can the sensing deflection angle, and control part can be determined actual steering speed (δ ') according to the deflection angle that senses (δ).Actuation part comprises the actuator of the driving power that is used for control vehicle.
According to first kind of above-mentioned explanation, embodiment 1,2,3,4 and 5 separately in, turn inside diameter operation conditions control and treatment or method (at least) comprise that first and second handle (operation and the key element that for example, constitute control and treatment).First handles and can comprise that the son of determining actual steering speed handles, determines to depend on that the son of the restriction operation conditions of actual steering speed is handled, the son that produces control signal according to this restriction operation conditions is handled and by reducing car speed in response to this control signal control vehicle speed and the turn inside diameter operation conditions being restricted to the son processing of restriction operation conditions.Second processing can comprise according to actual steering speed to be determined to revise the son processing of turning velocity and comes the son of Correction and Control signal to handle according to this correction turning velocity.In second handles,, make and revise turning velocity and be higher than actual steering speed when during away from the turning steering operation on the turn direction of center position, during actual steering speed step-down.
When turning velocity was reducing during the turning steering operation, turn inside diameter operation conditions control convenience according to the abovementioned embodiments of the present invention limited running state of the vehicle by using the turning velocity higher than the turning velocity that is reducing.Therefore, turn inside diameter operation conditions control convenience can not carry out when the turning steering operation is still underway because the control operation that the control of turning operation conditions finishes thereby recover car speed (recovery deceleration/decel).Therefore, according to the turn inside diameter operation conditions control convenience of embodiment can eliminate relate in the equipment of above-mentioned technology formerly, nature and the problem that changes uncomfortably of car speed during the turning steering operation.
The application is based on (on May 19th, 2008 submitted to) Japanese patent application 2008-130332 and Japanese patent application 2009-050235.Comprise the full content of these Japanese publication by reference at this.

Claims (15)

1. turn inside diameter operation conditions control convenience, it comprises control part, described control part is used for reducing by car speed, the turning operation conditions that is accompanied by the vehicle of steering operation is restricted to and the corresponding restriction operation conditions of actual steering speed, described control part is configured to determine to revise turning velocity according to actual steering speed, and determine described restriction operation conditions according to revising turning velocity, when described control part also is configured to actual steering speed during the turning that increases steering volume turns to and reduces, make and revise turning velocity and be higher than actual steering speed.
2. turn inside diameter operation conditions control convenience according to claim 1, it is characterized in that, described turn inside diameter operation conditions control convenience is to be restricted to equipment with the corresponding restriction operation conditions of turning velocity by the turning operation conditions that car speed reduces to be accompanied by the vehicle of steering operation
Described control part is configured to, when the actual steering speed during the turning that causes described turning operation conditions turns to is increasing, directly use actual steering speed as the correction turning velocity that is used for determining described restriction operation conditions, when the actual steering speed during described turning turns to is reducing, use is than the fast correction turning velocity of actual steering, and selectivity that continue to revise turning velocity is used, at least till reducing returning of steering volume and turning to beginning.
3. turn inside diameter operation conditions control convenience according to claim 2, it is characterized in that, described control part is configured to, when the actual steering speed during described turning turns to is reducing, use actual steering speed to reduce the peak of actual steering speed before as revising turning velocity.
4. turn inside diameter operation conditions control convenience according to claim 3, it is characterized in that, described control part is configured to, in the described predetermined amount of time that returns after turning to beginning, continue to use the described peak of actual steering speed as the correction turning velocity that is used for determining described restriction operation conditions.
5. turn inside diameter operation conditions control convenience according to claim 4 is characterized in that described control part is configured to, and the state variable increase along with the turning operation conditions of representing vehicle makes described predetermined amount of time elongated.
6. turn inside diameter operation conditions control convenience according to claim 5 is characterized in that, the state variable of the turning operation conditions of expression vehicle is a transverse acceleration.
7. according to each described turn inside diameter operation conditions control convenience in the claim 2 to 6, it is characterized in that described control part is configured to, uprise, reduce described restriction operation conditions along with revising turning velocity.
8. according to each described turn inside diameter operation conditions control convenience in the claim 1 to 7, it is characterized in that, described control part is configured to, be used for after car speed that turning operation conditions with vehicle is restricted to described restriction operation conditions reduces to finish, reducing to be used for determining the correction turning velocity of described restriction operation conditions by the preset time rate of change.
9. according to each described turn inside diameter operation conditions control convenience in the claim 1 to 8, it is characterized in that, described control part is configured to, when being used for target vehicle velocity that car speed that turning operation conditions with vehicle is restricted to described restriction operation conditions reduces to be used as target and being higher than the car speed of this vehicle, stop being used for the car speed that turning operation conditions with vehicle is restricted to described restriction operation conditions and reduce.
10. according to each described turn inside diameter operation conditions control convenience in the claim 1 to 9, it is characterized in that, described control part is configured to, when being used for desired deceleration that car speed that turning operation conditions with vehicle is restricted to described restriction operation conditions reduces to be used as target and being less than or equal to 0, stop being used for the car speed that turning operation conditions with vehicle is restricted to described restriction operation conditions and reduce.
11. according to each described turn inside diameter operation conditions control convenience in the claim 1 to 10, it is characterized in that described control part is configured to,, reduce and revise the corresponding restriction operation conditions of turning velocity along with the car speed of described vehicle uprises.
12. according to each described turn inside diameter operation conditions control convenience in the claim 1 to 11, it is characterized in that described control part is configured to,, reduce and the corresponding restriction operation conditions of correction turning velocity along with deflection angle diminishes.
13. turn inside diameter operation conditions control convenience, it comprises control part, described control part is configured to determine actual steering speed, determine to depend on the restriction operation conditions of actual steering speed, produce control signal according to described restriction operation conditions, by reducing car speed according to control signal control vehicle speed, and thus the turning operation conditions of vehicle is restricted to described restriction operation conditions, described control part also is configured to determine to revise turning velocity according to actual steering speed, and according to revising turning velocity Correction and Control signal, when described control part also is configured to actual steering speed during the turning on the direction that steering volume increases turns to and reduces, make and revise turning velocity and be higher than actual steering speed.
14. turn inside diameter operation conditions control convenience according to claim 13, it is characterized in that, described control part is configured to determine desired deceleration according to described restriction operation conditions, come control vehicle speed by producing control signal according to described desired deceleration, and thus the turning operation conditions of vehicle is restricted to described restriction operation conditions, described control part also is configured to according to the described desired deceleration of correction turning velocity correction, and by producing the driving power that control signal comes control vehicle according to described desired deceleration.
15. turn inside diameter operation conditions control method, it comprises first operation, described first operation is used for determining actual steering speed, determine to depend on the restriction operation conditions of actual steering speed, produce control signal according to described restriction operation conditions, by reducing car speed according to control signal control vehicle speed, and thus the turning operation conditions of vehicle is restricted to described restriction operation conditions, described turn inside diameter operation conditions control method also comprises second operation, described second operation is used for determining to revise turning velocity according to actual steering speed, and according to revising turning velocity Correction and Control signal, in described second operation, when the actual steering speed during the turning on the direction that steering volume increases turns to reduces, make the correction turning velocity be higher than actual steering speed.
CN200980118227.3A 2008-05-19 2009-04-16 Device/method for controlling turning behavior of vehicle Active CN102036868B (en)

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US20110060505A1 (en) 2011-03-10
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